Fluid-pressure engine.



a SHEETS-SHEET 1 PATENTED AUG. 11. 190s.

INVENTUR ATTORNEY M. N. EUENEY. FLUID PRESSURE ENGINE.

APPLIOATION- EILED AUG. a, 1902.

No MODEL.

WITNESSES? No. 735,740. PATBNTED AUG.'11, 190s.

M. N. FORNEY.

FLUID PRESSURE ENGINE.

APPLIoATroN FILED AUG. e, 1902. v

No MODEL. a SHEETS-SHEET 2.

HWENTOR f77/gf,

ATTORNEY m if @5% mi mums varias co. moromum wnswwamn. n. c.

No. 135,740. PATENTED AUG. 11, 1903..

' M. N. EOENEY.

ELUIU PRESSURE ENGINE.

APPLICATION FILED AUG. 8, 1902.

N0 MODEL 3 SHEETS-SHEET 3.

4&0, ATTORNEY f Us Q QQ? E@ INVENTOR w: noms crans co, moro-mno..wnsmum'xmA o. c.

UNITED STATES Patented August-11, 190e.

PATENT OFFICE.

MATTHIAS-N. EORNEY, or NEW. YORK, N. Y.

FLUID-PRESSURE ENGlNE.

I SPECIFICATION forming part of Letters Patent No. 735,740, dated August11, 190,3. Application filed August 8, 1902. Serial No. 118,968. (Nomodel.)

particularly designed for application to com-T pound steam-engines, butis applicable to other duid-pressure and to binary engines which are notcompound; and its object is to facilitate and further improve the meanswhereby the reciprocating elements fof engines of such character aremade to counter-l balauce each other by a more convenient dis-- positionof their parts, which results in a reduction of cost of the engines.

The improvement claimed is hereinafter fully set forth. Y

In the compound enginesetforth inrLetters Patent No. 489,648 aforesaidthe pistou-rod of the low-pressure cylinder is directly connected towhat is termed a primary lever, which is in turn articulated to a pairof secondary levers, which oscillare in journals or trunnions supportedin fixedy bearings, the system of levers forminga parallel motion, whichconstrains the piston-rod to move in a straight line. In thisconstruction the axes of the journals or trunnions of the secondarylevers are in a plane which coincides with the axis of one of thecylinders, which is the line in which the center of its piston-rodmoves. The piston-rod of the high-pressure piston is connected to' thelower end of the secondary lever; but as these move in a path which isan arc of a circle to secure lrectilineal movelnent of this piston-rodit requires to be and.

the secondary lever of a four-cylinder compound locomotiveengine,illustrating another embodiment of my invention, the cylinders beingdisposed as in Figs. 1 and 2, but the engine being .backconnectedthat isto say, having the oscillating levers located in front of the cylindersand the connectingrods passing below the low-pressure cylinders from thesecondary levers to the drivingwheel crank-pins. Fig. 4is a verticallongitudinal central section through the lowpressure* cylinder of theconstruction shown in Fig. 3.

Referring first to Figs. 1 and 2, my invention is herein illustrated asapplied in a fourcylinder compound locomotive-engine, the axes of thehigh and low pressure cylinders 1 1a of which are located in the samehorizontal plane, those of the high-pressure cylinders being on theinside of the engine-frame and those of the low-pressure cylinders onthe outside. The cylinders 1a 1, which are of the ordinary construction,are fitted, respectively, with pistons 2a 2, secured upon piston-'rods3a 3, the outer ends of which are not, asin common practice, secured tocrossheads sliding on guides, but are coupled, throughva system ofoscillating levers presently to be described, to a connecting-rod 4,throughfwhich their movements are transmitted to a crank-pin (not shown)on one of the driving-wheels of the locomotive. Motive fluid is admittedto and exhausted'from .the cylinders by any suitable valvemechanism,which, as it does not form part of my present invention, is not hereinset forth.

The system of oscillating levers above referred to, which forms what isknown as a parallel motion, by means of which the outer ends of thepiston-rods are caused to move in straight lines, thereby dispensingwith the cross-heads and guides ordinarily employed for this purpose, isexcept as to the modiiication in form of the secondary lever hereinafterdescribed substantially similar to that set forth in a separateapplication tiled by me of even date herewith, Serial No. 118,969, andis in this instance of the following construction: Two double-armedleverbars 7 7, which collectively may be termed a primary lever, arecoupled at their lower ends to a piu 15, fixed in a forked head 48,fixed upon the outer end of t-he low-pressure piston-rod 3, and are alsocoupled at their upper ends by a pin 9 to a pair of radiuslinks 1l, theopposite ends of which are coupled to a pin 10, fixed on the top of thelowpressure cylinder 1.

The secondary lever 8 of the oscillating-lever system instead ofconsisting of two parallel lever-bars fixed upon the ends of anintermediate journal, as in my application, Serial No. 118,969, abovereferred to, is in this instance a rocker of substantially H form, whichis made up of a pair of upper arms 8 and a pair of lower arms 8,theinner or adjoining upper and lower arms being connected by a centralrocking shaft 13, fitted in a bearing 14, and the outer upper and lowerarms carrying end journals 13* 13b, fitted in bearings 14a 14h. Eachpair of arms 8 8a is prolonged on the opposite side of the common axialline of the journals 13u 13 13b by extensions 16 1G, in line with thearms, and for convenience of manufacture these secondary levers arebuilt up in three parts, the extensions 16 16"L being provided with endlugs 6 6a, which aord large bearing-surfaces and which abut against eachother and are connected by bolts 16h.

The upper arms 8 8 ofthe `secondary level' are coupled to the primarylever 7 by a pin l2, located intermediate of its end connecting-pins 915. The lower arm of the secondary lever is coupled by a pin 12aintermediate of its ends to a second primary lever 7, said secondprimary lever corresponding substantially with the first primary lever 7and similarly thereto formed of two double-armed lever-bars set side byside. The lower arm of the second primary lever 7 is coupled by a pin 9ato the rear ends of a pair of radiuslinks 11, the forward ends of whichale coupled to a pin 10, xed on the bottom of the high-pressure cylinderla. The upper end of the second primary lever 7a is coupled by a pin15fL to a head 48, fixed on the outer end of the high-pressurepiston-rod 3'. A connecting-rod 4 extends from the head 48 of thelow-pressure piston-rod to a crank-pin (not shown) on the axle of thefront drivingwheels 17.

Brieliy stated, under the above construction each of the piston-rods iscoupled to one end of a separate primary lever, and said levers arecoupled at their opposite ends to radial links attached to fixedbearings and are coupled intermediately to opposite ends of a secondarylever or rocker which oscillates in fixed bearings in a planeintersecting the axes of the cylinders. By proportioning the primary andsecondary levers and their points of connection properly to each otherthe ends of the two primary levers to which the piston-rods are coupledwill move in approximately straight lines. This approximation may bemade so close to a true straight line that the departure therefrom willnot be of any practical importance.

When the cylinders of locomotive-engines are located close to the frontdriving-wheels, the connecting-rods must be coupled to the second or tothe third pair of driving-wheels back of the cylinders and must ofcourse clear the front wheels and crank-pins, to do which they must becoupled to the outer ends of the main crank-pins sufficiently far fromthe wheels to clear the pins on the front wheels. This necessarilyspreads the cylinders considerably far apart, and if they are, as is nowfrequently the case, of comparatively large diameter there may not besufficient room for them on railroads on which there is but little sideclearance. A further structural modification designed to satisfactorilycomply with these conditions is shown in Figs. 3 and 4. Referring tosaid figures, it will be seen that the low-pressure cylinder is placedoutside of the engine-frame and the high-pressure cylinder inside, as inthe construction shown in Figs. 1 and 2; but the low-pressure cylinder 1is located sufficiently high up to permit the main connecting-rod 4 towork backwardly below it to' a connection with the front driving-wheels,and the syst-em of oscillatingr levers is located in front of thecylinders instead of in rear of them, as in the preceding instances.Although Ihe front driving-wheels 17 are located close to the cylinders,the distance from their axle to the oscillating levers is suicient toadmit of the use of connecting-rods of the requisite length, which cantherefore be coupled to crank-pins on these wheels, and as there are nowheels in front of them which must be cleared the connecting-rods can becoupled to these pins close to the wheels. The cylinders may thereforebe placed more closely together transversely of the engine and for adetermined amount of clearance may be made of larger diameter than ispracticable when the connecting-rods are coupled to the outer ends ofthe crank-pins. This is a matter of substantial importance in the designand construction of the large locomotives which are characteristic ofthe advanced present practice.

In the construction shown in Figs. 3 and 4 the location of the axis ofthe high-pressure cylinder 1a below that of the low-pressure cylinder 1enables the valve-chest 43 to be placed above and in the same verticalplane as the high-pressure cylinder and admits of the employment of asecondary lever or rocker of the same general character as that shown inFigs.

IIO

l and 2, but which differs structurally therefrom in being integral, thearms and journalbearings being forged or cast together, although itmight be made in separate parts, if preferred, as well as in beingprovided with a pair of downwardly-extending arms 8b between its centraland .outer end journals, which arms are made of s-uch length that theaxis of a pin 44, xed in their lower ends, shall have substantially thesame stroke or throw as the pistons. The main connectingrod 4 is coupledto the pin 44, and the pressure exerted on the two pistons istransmitted, through the lever system, to the connecting-rod and thecrank-pin to which it is coupled. In other particulars the relation ofthe levers of the oscillating-lever system one to another and to theirfixed bearings and the piston-rods is substantially the same as in theinstances before described and referred to.

I claim as my invention and desire to secure by Letters Patentl. Thecombination of two reciprocating members having their axes in separatedplanes at right angles to the axis of a drivingshaft, a rocking shafthaving arms at its opposite ends, a fixed bearing in which saidrockingshaft is centrally journaled, two movable fulcrums, two primaryoscillating levers,

Veach connected to one of the reciprocating members and to one of themovable fulcrums, and the'two levers connected, respectively, toopposite arms of the rocking shaft,whereby the reciprocating members areconstrained to move in approximately straight lines and in oppositedirections to each other, a driving-shaft, a crank thereon, and a rodconnecting the system of levers with the crank.

2. In a fluid-pressure engine, the combination of a pair of cylindershaving their axes in separated planes at right angles to the axis of adriving-shaft, a piston and piston-rod in each of said cylinders, arocking shaft having arms at its opposite ends, a fixed bearing in whichsaid rocking shaft is centrallyjournaled, two movable fulcrums, twoprimary oscillating levers, each connected to one of the piston-rods andto one of the movable f ulcru ms, and the two levers connected,respectively, to opposite arms of the rocking shaft, whereby thepiston-rods are constrained to move in approximately straightv lines andin opposite di-` rections to each other, a drivin g-shaft, a crankthereon, and a rod connecting the system of levers with the crank.

3. In a fluid-pressure engine, the'combination of a pair of cylindershaving their axes in separated planes at right angles to the axis of adriving-shaft, a piston and piston-rod in each of said cylinders, arocking shaft having arms at its opposite ends, a fixed bearing in whichsaid rocking shaft is centrally journaled, two radial links, eachcoupled at one end to a xed pivot, two primary oscillating levers, eachcoupled, at its opposite ends, to one of the piston-rods and to one ofthe radial links, and the two levers connected, respectively, toopposite arms of the rocking shaft, a driving-shaft, a crank thereon,and a rod connecting the system of levers with the crank.

4. In a fluid-pressure engine, the combination of a pair of cylindershaving their axes in separated planes at right angles to the axis of adriving-shaft, a piston and piston-rodA in each of said cylinders, adouble armed rocker of substantially H form having supplemental end armsand journals, xed bearings supporting said end journals, two movable fulcrums, two primary oscillating levers, each connected to one of thepiston-rods and to one of the movable fulcrums, and the two leversconnected, respectively, to opposite arms of the rocker, adriving-shaft, aY crank thereon, and a rod connecting the system oflevers with the crank.

5. In a fluid-pressure engine, the combination of a pair of cylindershaving their axes in separated planes at right angles tothe axis of adriving-shaft, a piston vand piston-rod in each of said cylinders, arocking shaft having arms at its opposite ends, a fixed bearing in whichsaid rocking shaft is centrallyjournaled, two movable fnlcrums, twoprimary oscillating levers, eachconnectedto one of the piston-rods andto one of the movable fulcrums, and the two levers connected,respectively, to opposite arms of the rocking shaft, an extension fixedto one of the arms of the rocking shaft, a driving-shaft, a crankthereon, and a rod connecting the extension ofthe rocking-shaft arm withthe crank. MATTHIAS N. FORNEY.

Witnesses:

LUDWIG CHART, M. L. CoNRoY.

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